Engine.



No. 764,195. PATENTED JULY 5, 1904. G. R. KENDRIOK.

ENGINE.

APPLICATION FILED 130V. 5, 1903.

N0 MODEL. 4 SHEETS-SHEET 1.

Emmet H. KENDHIGK. WITNESSES: 1 INVENTOR 6M 52 1M Bymmfi a v I I 0 Arrow? PATENTED JULY 5, 1904. G. R. KBNDRIGK.

ENGINE.

' APPLICATION FILED NOV. 5. 1903.

N0 MODEL.

4 SHEETS-SHEET 3.

WITNESSES:

. INVENTOR. @Wfi BYWM W- 96 M /?%M Y A TTORNE No. 764,195. PATBNTBD JULY 5, 1904. G. R. KENDRICK.

ENGINE.

, APPLIOATION FILED NOV. 5, 1903.

N0 MODEL. 7 4 BHEETSr-QHEET 3.

5 50555 .5. EENZJHZGK 5M1 %6W ATTORNEY.

PATENTED JULY 5, 1904.

G. R. KENDRIOK.

4 8HEETSSHBBT 4.

N0 MODEL.

5 7 V m. on m m um WA E r M 0 Y m 3* No. 764,195. Patented July 5, 1904. 1

UNITED STATES PATENT EErcE.

GEORGE E. KENDRIOK, OF NOTTINGHAM, INDIANA, ASSIGNOR OF ONE- HALF TO ALEXANDER MCDONALD, AND MONTPELIER CUP AND METAL \VORKS, OF MONTPELIER, INDIANA.

ENGINE.

SPECIFICATION forming part of Letters Patent No. 764,195, dated July 5, 1904.

Application filed November 5, 1903. Serial No. 179,896. (No model.)

To all whom i m y Concern! ularly that of supplying the steam or other ac- Be it known that I, GEORGE R. KENDRICK, a tuatingmedium to the cylinders without the incitizen of the United States, residing at Nottervention of the ordinary valves and their de- 5 tingham,in the county ofI/Vells,and in theState pendent mechanisms, and means whereby the of Indiana, have invented new and useful Imengine may be started, stopped, and reversed provemcnts in Engines, of which the followby means of a single controlling-lever. ingisa full,clcar,and exact description,such as A further object is to provide an engine of will enable others skilled in the art to which the oscillating type in which the course of the 55 it appertains to make and use the same. steam to'and from the cylinders is controlled This invention relates to engines, and more by the oscillatory movements of the cylinders particularly to steam-engines, in the construcwithout the necessity of employing subsidiary tion of which isrecognized and applied pracmechanisms. tically the fact of the expansive energy of A further object is to insure an unusual im- 60 steam, in which one of the foremost advanmunity from wear, which should it occur may tages in view is the combination of simplicity be readily remedied and compensated for by and strength of construction, and, further, the the use of the specifically-attained bearinguse of higher pressure in such structural impoints herein described. provemcnts as to render steam-using more A further object is to provide an engine of 5 economical and to bring the engine to the great energetic capacity in which means are highest point of perfection. provided for instantaneous reversal at full Another objcctis to provide asteam-engine speed without detriment to the parts and by of the oscillating type having two independasimple movement on the part of the operator. ent cylinders, with means for quickly and A still further object of this invention is to 79 easily starting and stopping and for reversprovide an improved valve mechanism where- 2 5 ing the engine at the will of the operator to by the cylinders are mounted for oscillatory cause it to be operated either forward or backmovements for automatic 'operation' thereof, ward. the bearing elements being adjustable exteri- Another object in view is the provision of orly to avoid interference with the working 75 an improved article of manufacture in an enparts in order that the various movements 3 gine which may be made and sold at a commay not be discordant, and, finally, another paratively low price and which may be readobject is to provide a strong and durable conily assembled and disassembled, composed of a struction in engines, thereby preventing all minimum of mechanical parts having a maxipossibility of relative inadvertent displace- 8O mum of mechanical efficiency, will be positive ment, while at the same time allowing for the 5 in action, and accurate in the accomplishment necessary flexibility and free movement of of its intended results. the movable parts,with means for readily com- Still another object is to provide a steampensating for necessary wear. engine with automatic and perfectly-balanced The detailed objects and advantages of my 5 controlling-valves and with easily-operated engine will appear more fully in the course of 4 reversing or speed-changing valve, combined the ensuing specification.

with a pair of ordinary cylinders with pitmen My engine is especially adapted for operatoperating a shaft common to both and adapting automobiles, for operating tools in coned to operate with swift preoccupation, fulnection with gas and oil wells, and for similar 9 filling whatever mechanical obligations it is work where great power is required in a small geared to. compass of space and where it is required that A further object is to provide certain imthe power shall be flexible and easily and provemcnts in steam-actuated engines, particquickly varied and reversed.

In this construction the combined mechanism is rendered considerably more compact than has heretofore been attained, conseq uently requiring less room for a given power, and by means of the skilful and ingenious arrangement of the mechanism continuous motion may be imparted to the driven shaft, and the dead-centers incident to ordinary steam-engines are entirely dispensed with, while the loss of power is rendered practically will.

In order that others familiar with the art may construct and operate an engine on the line of my invention, I will now take up the detail description thereof, which I will refer to as briefly and compactly as I may.

In my efforts to simplify as far as possible the construction and operation of my engine and to attain said objects I have provided the arrangement and combinations substantially as shown most clearly in the accompanying drawings, in whicl M Figure 1 is a horizontal plan view of my engine in its entirety. Fig. 2 is a side elevation of the same. Fig. 3 is a vertical cross-section of the steam-chest and cylinders, taken on the line X X of Fig. 1. Fig. 4 is a longitudinal section of one of the cylinders, taken on the line Y Y of Fig. 2. Fig. 5 is a transverse section of the steam-chest, taken on the line Z Z of Figs. 1 and 3. Fig 6 is a vertical section of the throttle-valve, showing the plug in a position to admit steam to run the engine in one direction. Fig. 7 is a detail elevation of the plug of the throttle-valve; and Fig. 8 is a section the same as shown in Fig. 6, except that the plug is turned to admit steam to run the engine in the opposite direction there from; and Fig. 9 is a detail elevation of one of the crank-disks.

Similar indices refer to and denote like parts throughout the several views of the drawings.

All of the improvements herein shown and described are in the direction of enlarged efficiency and have been made possible by a long series of close observations and practical tests accompanied by numerous experiments along divergent lines.

Referring now to the drawings, the numeral 1 denotes the engine frame or base for supporting the working parts of my engine. Extending up from each side, above and integral of the frame, are arms 1, in the upper portions or points of which are horizontal oppositely-disposed internally-threaded apertures to receive movably therein the outer pivots 2, which pivots have tapering inner points, which may project inward beyond said apertures. Into each of said apertures is threaded a screw 10 from the outside, which may contact with the outer ends of said pivots and prevent them from spreading apart farther than desired, and the screws 10 may be secured from turning after being positioned by means of the lock-nuts 11. The pivots may be further secured by means of the tap-screws 12, which extend down vertically into the points of the arms 1 and are adapted to contact with the pivots 2 at right angles. Extending forward and upward at an angle integral of and from the frame 1 are two identical arms 3, having pillow-blocks 3, integral thereof, adapted to receive in contact with their faces the faces of the corresponding caps 1, together forming 'iournal-bcarings for the rotatable shaft 5. The caps are detachably secured to the pillow-blocks by the permanent bolts 7, extending out from the faces of the pillow-blocks through corresponding openings through the caps and having nuts 8 thereon by which the caps may be secured to hold the shaft 5 rev olubly in position. The shaft 5 is journaled as shown and stated above, and on its outer ends is secured the crank-disks 6 6, and between the journal-bearings of the shaft is secured thereto the work-pulley 9, or a sprocketwheel may be substituted for said pulley, if desired, by which power may be transmitted from the rotatable shaft to meet the various requirements in a mediocre way.

Secured to and rising from the center of the frame 1 is a pedestal hanger 13, having on its upper end the forwardly-facing pillow-block 13, with the cap 13 contactable with said pillow-block and secured thereto by machinescrews, as indicated in Figs. 1 and 2. The circular bearing of the head, formed by the pillow-block 13' and the cap 13, is on a direct line with and intermediate of the apertures carrying the pivots 2. 1n the bearing formed in the head of the hanger 13 are placed the two oppositely-disposed inner pivots 2, whose total length is substantially equal to the width of the head of the hanger 13, as indicated.

The numeral 14: denotes the steam-chest, which consists of a substantially rectangular receptacle consisting of four connected branches surrounding an open center, said branches being round in cross-section, having two isodynamous chambers therein divided by partitions or abutments, substantially as shown, for the purposes hereinafter appearing. Said steam-chest is adapted to be disposed vertically, as shown, and surrounds the head of the hanger 13, as indicated in Fig. 3. The central portion of each end of the steamchcst is swelled, forming circular valves 14:, each of which has partitions 14L, dividing them into two parts, with ports 14 on each side and at each end adjoining said partitions, as shown in Figs. 3 and 5, by which it is apparent that the steam-chest interior is divided into two identical parts with no communication between the two parts. In the inner axis of each of the valves 1% is formed a circular indentation 14, the purposes of which will hereinafter appear.

The numerals 15 15 denote the two cylinders of my engine, between which there is no seeming connection, and yet there is, broadly speaking, a close relation between them in that they are identical in construction, receiving their power from the same steam-chest and impart the impulses of their respective pistons to the same rotatable shaft. Each of the cylinders have their rear ends closed by the permanent heads 15' and having forward removable heads 15, secured by tap-bolts, as shown. In each of the cylinders is an operative piston-head, as 15 in Fig. 4, from which extends out therefrom, through the cylinderheads 15, the piston-rods 15. walls of and near each end of the cylinders are ports 15 in the rear ends and ports 15 in the forward ends, all of which ports are in alinement and open inward, as indicated in Fig. 4. Extending inward from the forward portions of the cylinders, around the ports 15, are the valves 16, having the valve face at right angles to the cylinders and facing rearward, said valve-faces being of a curvature to correspond with the curvature of the valve-seats 14, against which they contact and move. In the face of said valves 16 is a port, central thereof, of same size and adapted to be alined with the opposite port 14. On the rear ends of the cylinders around the ports 15 is a face having threaded bolts, extending out therefrom to receive nuts 17 and at right angles to said face on the end of the cylinders is a second face having the threaded bolts extending out therefrom to receive the nuts 17 Contactable with said first-named face is secured by the bolts 17 the valve 17, having the valve-face at right angles to the cylinder and facing forward opposite to the face of the valve 16, said valveface being of a curvature to correspond with the curvature of the valves 14, against which they contact and move. In the face of said valve 17 is a port central thereof of same size and adapted to be in alinement with the opposite port 14" on the sides thereof opposite to the face of the valve 16. The openings in the flanges of the valves 17, through which passes the bolts to secure them to the cylinders, are somewhat elongated longitudinally in order that said valves may be adjusted longitudinally. To further prevent the valve 17 from moving rearwardly after being secured by the nuts 17, I have provided a plate 18, secured by bolts and the nuts 17 having a flange to extend over and against the rear ends of the valves 17, whereby the valves 17 may be secured by tightening the nut 17", as shown, thus providing means for compensating the relative displacement and consequent wear of the contacting valve-faces.

It will now be apparent that the pivots 2' 2' may be abutted within their bearings. The cylinders may then be brought toward each other, allowing the opposite valve-seats of the steam-chest to pass in between their respec- Through the tive valves 16 and 17 of the cylinders. The plates 19 are then positioned, as shown, and the cylinders and steam-chest brought to their indicated positions. The pivots 2 2 are then pressed outward to their seats in the sides of the cylinders, as shown in Fig. 3, and secured, as above set forth. The pivots 2 2 are then pressed apart until their points are properly seated in their respective bearings 19, in which position they may be secured by inserting a wedge or tapering screw therebetween through a hole in the pillow-block 13, provided for that purpose.

By the above it will be seen that the cylinders are pivotally balanced to reciprocate on their respective pivots, and when the steam chest is held vertical the ports will be arranged to admit and allow the escape of the steam therefrom from and to the steam-chest.

Extending out from the heads 15 around the piston-rod 15 is the packing-box 20 of any preferred construction, provided with apertures through which the piston-rod operatcs,as shown. Extending forward from each packing-box, integral thereof, is a guide 21, consisting of two parallel portions united integrally at their outer ends. Between the two parts of the guides operate the crossheads 22, which are connected to the outer ends of the piston-rod, as shown. Secured in the cross-heads 22 is the wrist-pin 23, extending out at right angles to the piston-rod and is suitably journaled in and near the periphery of the crank-disks 6. The opposite u pper and lower outer faces of each guide 21 are somewhat rounded, forming curved gliding surfaces for the guide-blocks 24, one of which operates above and one below and whose oppositely-disposed faces are concave to fit said guides. The guide-blocks are held positioned by the straps 25, the centers of which are permanently secured to the outer face of the cross-heads with arms extending upward and downward and over saidguide-blocks with, tap-bolts 26 passing through their extreme portions vertically with the points of said tapbolts pivoted in said guide-blocks, by which arrangement the cross-heads are balanced and the piston-rod guided continuously in a true line.

The crank-disks 6 have a removable segment 6 in one portion of their periphery, as shown in Fig. 9, which segment is taken on a line central of the aperture for the wrist-pin 23, and said segment is secured to the disk by bolts 6 or otherwise. The portion of the crankdisks opposite the wrist-pin aperture is made heavier or weighted to form a counterbalance for the disks in motion.

As indicated in Fig. 3, the steam-chest 14 has two exterior openings, one above and one below, in the center portion at the rear, each terminating in a flat-faced duct 27 and 28, above and below, respectively, the interiors of which lead to the throttle-valve hereinafter.

referred to. the faces of the ducts 27 and 28 are threaded bolts 29 to receive the nuts 29.

The throttle-valve and reversing mechanism is shown most clearly in Figs. 6, 7, and 8, and consists of a horizontal cylindrical hollow conical body or seat 30, having four ports leading thereinto, having ducts leading from said ports as follows: an upper duct 31, leading forward to and coinciding with the said duct 27, having a flange on its forward end with holes therein to receive bolts 29, and secured thereto by the nuts 29, as shown in Figs. 1 and 2, and similar thereto is the lower duct 32, leading forward toand coinciding with the duct 28, having a liange on its forward end with holes therein to receive its bolts 29, and secured by nuts 29, similar to that of the upper duct 31, as stated. The numeral 34 designates the usual live-steam inlet, and 33 denotes the exhaust. The numeral 35 denotes the rotary reciprocatory conical plug or core, (shown in detail in Fig. 7,) fitted into said valveseat and adapted to be turned therein. Integral of and located on the head of the plug 35 is a finger 35, and extending out centrally from the smaller end of the plug is a shaft 35, with a hole 33 transversely thercthrough, as indicated by the dotted lines in Fig. 7. The plug 35 has a longitudinal slot or port 36 therethrough, as shown in Figs. 6, 7, and 8, and into two opposite parts of the face of the plug 35, midway between the mouths of the port 36, are cavities 37 and 38, which are united at their upper ends by a port 39, (shown in dotted lines in Fig. 7,) which extends across through the plug over and above the port 36. The plug 35 is secured in place in its seat by the diamond-shaped bridge 40, which has legs at its two farthest portions, with holes therethrough to receive tap-bolts which pass therethrough into the wall of the body of the valve 30, whereby said bridge may be secured, as shown in Fig. 1. Extending centrally into the bridge 40 is a pivot-bolt 41, whose inner point is adapted to contact with the axis of the head of the plug 35, by means of which screw said plug may be retained seated to the desired tightness. Extending from one side of the bridge 40 inward parallel with the legs are two stops 4O and 40" for the finger 35 to impinge when turned in either direction. The numeral 42 connotates the operating or controlling lever to be inserted in the hole 35" to turn the plug 35 for starting, stopping, and varying the speed of the engine to accommodate it to the 'work desired.

The numeral 43 denotes an L-shaped lug secured to the frame 1 by the tap-bolt 44, as

shown in Fig. 2, to support the steamchest' from turning farther back than desired, which ordinarily is accomplished by the stationary pipes leading to and from the controllingvalve.

Secured to each cylinder-head 15 and held Extending out rearwardly from slightly forward therefrom by a suitable bracket are oil-cups 45, with means whereby oil therefrom may be deposited onto the guides 21 and carried therealong by the blocks 24.

In the construction of my engine I design where practical to provide all the pivots and journals with ball or roller bearings of any preferred construction to give the highest efficiency,

In this construction it will be noticed that the link-motion and eccentric cut-off is negligible, in lieu of which 1 accomplish the delivery of the steam to and from the cylinders automatically by the reciprocal motion of the pivoted cylinders.

For convenience of illustration the cylinders are shown on the center in Fig. 1, whereas in actual practice they will be on the quarter that is to say, that when one of the piston-heads has just completed its stroke the other cylinder-head will be one-qu arter stroke in advance of it, whereby the engine is prevented from having a dead-point and causing the revolutions of the shaft to be more uniform and unvarying.

From the above-described construction it will be manifest that if the lever 42 be turned forward, bringing the finger 35 against the stop 40", the plug 35 and the ports therein will be disposed as in Fig. 8, thus allowing the usable steam to enter through the inlet 34, pass through the cavity 37 through the upper duct 31 into the upper portion of the steamchest, through the upper ports 14 (when they are open,) and thence into the respective cylinders 15, returning from the latter through the lower ports 14 into the lower portion of the steam-chest, thence through the lower duct 32, passing through the port 36, and thence out through the exhaust 33, and also that if the lever 42 be turned back, as in Figs. 1 and 2, bringing the finger 35 against the stop 40, the plug 35 and the ports therein will be disposed as in Fig. 6, thus allowing the usable steam to enter through the inlet 34 into the cavity 37, through the port 39 into the cavity 38, through the lower duct 32 into the lower portion of the steam-chest, through the lower ports 14, (when they are open,) and thence into the cylinders 15, returning from the latter through the upper ports 14 into the upper portion of the steamchest, thence through the upper duct 37, through the port 36, and from thence through the exhaust 33, and also that if the lever 42 be turned onlyhalfway*that is to say, so the finger 35 will be midway between the steps 40 and 40"-the steam will be prevented from passing the controlling-valve, with the resultant eflcct of stopping the engine and holding it desuetude. It will now be obvious that if the usable steam be admitted by turning the lever 42 forward, thus disposing the plug 35 as in Fig. 8, the steam. will be admitted to the cylinders to operate the piston-heads to oper- IIO ate the engine forward, and also that if the lever 42 be turned back, as shown in Figs. 1 and 2, the steam will be admitted to the cylinders to operate on the piston-heads to operate the engine backward. It will be understood that as the piston-heads reciprocate in the cylinders and communicate rotary motion to the shaft thereby the cylinders will oscillate on their pivotal bearings, and by this oscillation will aline each of the cylinder-ports alternately on thefourth with the feed and exhaust ports 14 of the steam-chest, which remains stationary.

There is no natural division between the various parts of my engine, they all being operated and controlled from a single source, and the various ports, valves, and other movable parts are so nicely proportioned and adjusted and the wear thereof provided for that the variant operations follow each other with swift introspective preoccupation in proper order and with certainty and precision, by which the engine will fulfil whatever obligations it is geared to in order to produce the required re- I sults.

From the above description, taken in connection with the accompanying drawings, it Wlll be seen that I have produced an 1m proved engine embodying the objects otherwhere referred to in this specification.

Vhile I have shown and described the best means to me known at this time for carrying out my invention in a practical manner. I desire it to be understood that I do not restrict myself to the exact details of construction shown and described, but hold that any changes or variations therein as would suggest themselves to the ordinary mechanic would clearly fall within the limits and scope of my invention.

The terms forward, backward, in, out, vertical, horizontal, and other similar terms are used for convenience of description only, and therefore I do not limit my invention to the relative positions indicated herein.

Having now fully shown and described my invention, what I claim, and desire to secure by Letters Patent of the United States, is

1. An engine having a main frame, arms extending up from said frame on two opposite sides, a pedestal-hanger extending up from the center of said frame between said arms, said arms and hanger carrying pivots all on alinement with each other horizontally, means for adjusting and securing said pivots, a pair of cylinders and a steam-chest carried by said pivots, the steam-chest having swelled circular end portions with partitions central therethrough dividing the steam-chest into two equal steam-spaces, a port through said swelled portion of the steam-chest on either side of said partitions and on each side of the steamchest, ports near each end of the cylinders projecting in from the cylinders and coinciding with the ports in said swelled portions of the steam-chest, means for adjustably contacting the cylinder-ports with the steam-chest ports,

and means for controlling the steam to and pivotally mounted for independent oscillations, a steam-chest having an upper and a lower steam-space therein and pivoted between said cylinders, substantially round horizontal portions extending out from each side of said steam-chest and having valve-faces with ports therein on each side of the partition dividing said steam-spaces, ports through each side and near the ends of the cylinders having extensions carrying them out at right angles to the cylinders and with faces and ports therein adapted to coincide with the said ports in the steam-chest, means for adjusting one of said extensions on each cylinder, means for admitting steam to the cylinders from either the upper or lower steam-space in the steam-chest, and means for allowing the steam to escape from the cylinders through either the lower or upper steam-space in the steam-chest, all substantially as shown and described and for the purposes set forth.

3. In an engine, the combination with a pair of independently-pivoted cylinders having piston-heads therein, piston-rods extending out therefrom and mounted to a rotatable shaft common to both, of the double guides extending out from each forward cylinder-head, guide-blocks slidable on each side of said guides, a strap connecting the cross-head and the guide-blocks, oil-cups carried above said guides by the cylinder heads, and means whereby said cross-heads are carried in atrue line by said guides and guide-blocks, all substantially as shown and described. 4 r

1. In an engine the combination with a pair of independently-pivoted cylinders having piston-heads therein, piston-rods extending out therefrom and mounted to a rotatable shaft common to both, of the guides and guideblocks for supporting and carrying the crossheads, oil-cups secured to the cylinders for supplying oil to said guides, a rotatable shaft carried in suitable bearings carried by the engine-frame, a crank-disk secured to each end of said shaft, a wrist-pin extending from the cross-heads and journaled eccentrically in said crank-disks, and means for supplying usable steam to said piston-heads for revolving said shaft continuously in either direction, all substantially as shown and described and for the purposes set forth.

5. In a steam-engine havinga main frame, arms extending up from each side of said frame, a pedestal extending up centrally from said frame, the said arms and pedestal having adjustable pivots all on alinement with each other, a pair of cylinders and a steam-chest mounted by said pivots, a circular valve portion extending out from each side of the steam chest to near each of the cylinders, a partition dividing the steam chest into two steamspaces, ports located through said circular valve portions on each side of said partitions and two of each leading into the upper and two into the lower steam-space, ports formed near each and projecting in from the cylinders and coinciding with said ports of the steamchest, means for adjustably contacting said ports of the cylinders with the ports of the steam-chest, all substantially as shown and described and for the purposes set forth.

6. In an engine, the combination of the main frame pivotally carrying a pair of cylinders and a steam-chest therebetween, piston-heads operative in said cylinders, means for supplying steam to the cylinders alternately, and alternately on each side of the piston-heads, a piston-rod extending out from said pistonheads and mounted to a rotatable shaft common to both, guides extending out from the forward cylinder-heads above and below said piston-rods, upper and lower guide-blocks slidable on said guides, a strap connecting each pair of guide-blocks and the cross-head, means for supplying oil to said guide-blocks, and means for operating the piston-heads to revolve the shaft either forward or backward, all substantially as shown and described.

7. In an engine, the combination of the main frame pivotally carrying a pair of oscillatory cylinders and a steam-chest between the cylinders and carrying a rotatable shaft forward of the cylinders at right angles thereto, piston-heads operative in said cylinders, a piston-rod extending out forward through the cylinder-heads and mounted to crank-disks carried on the ends of the said shaft, guides extending out rigidly from the forward cylinder-heads, upper and lower guide-blocks slidable on said guides, means for connecting each pair of guide-blocks and the cross-head to form bearing with the crank-pin of the crank-disks, and means for supplying steam to the cylinders from the steam-chest to operate the-shaft revolubly in either direction, all substantially as shown and described.

8. In an engine having a main frame with arms extending up on each side for supporting the outer sides of the cylinders, a central pedestal extending up from the main frame for supporting the inner sides of the cylinders and the steam-chest, a series of horizontallyalined pivots connecting the cylinders and the steam-chest to said arms and pedestal, a pair of arms extending up from the forward end of said frame for supporting a revolublc shaft, a crank-disk secured on each end of said shaft, a crank-pin extending out near the periphery of each of said crank-disks, a pair of guides secured to the forward end of each cylinder, a cross-head carried by said guides and operative thereon by guide-blocks slidable on said guides, a piston-rod extending from each piston through the forward cylinder-heads and connected to its respective crosshead, a permanent port projecting in from one end of each cylinder and an adjustable port projecting in from the other end of each cylinder, ports extended out from each side of the steamchest and contacting with said ports of the cylinders whereby means are provided for supplying steam automatically to each end alternately of the cylinders from the steam-chest common to both cylinders, all substantially as shown and described.

9. In a double-cylinder engine having in combination means for mounting the cylinders independent of each other for oscillatory movements, a steam-chest mounted between said cylinders, said steam-chest being rectangular and formed of four connected branches surrounding an open center, a partition dividing the steam-chest into two isodynamous chambers, means for pivotingsaid steam-chest between the cylinders, a pedestal having a head extending into the open center of the steam-chest and means for pivotally connecting the steamchest tothe pedestal and to said cylinders, means for alternately connecting the ports on each side of the partition with the forward and rear ports alternately of the cylinders, and means for supplying steam to the steam-chest on one side of the partition and for discharging the steam from the steamchcst from the other side of the partition after it has passed through the cylinders, all substantially as shown and described.

In testimony whereof I have hereunto signed my name to this specification in the presence of two subscribing witnesses.

GEORGE R. KENDRICK \Vitnesses:

BER'LILA M. TwrnnLL, J osurn H. TWIBELL. 

